Articulated car



`kan., 19, '1937.

original Filed March 21, 1935 T. H. SCHOEPF ET AL ARTICULATED CAR 5 Sheets-Sheet 1 IHEODORE H.SCHOPF,

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jan 19, 1937 T. H. scHoEPF T Al. 2,068,572

ARTICULATED CAR original Filed March 21, 1955 3 sheets-sheet 2 57 5 3 L fr l s l ""1 2l V y\\ Y l 5l 55/ i 524 5o www@ Jan. 19,1937. 1'. H. scHoEPF E-r AL 068572 ARTICULATED CAR Original Filed March 21, 1955 3 Sheets-Sheet 3 THEODORE H.SCH0EPF,

mar/wey- Patented Jan. 19, 1937 UNETED STAT PATENT OFFHCE ARTICULATED CAR Theodore H. Schoepf and David M. Ritchie, Cincinnati, Ohio, assigncrs to The Cincinnati Traction Building C0.,

poration of Ohio Cincinnati, Ohio, a cor- Claims.

Our invention relates to articulated cars.

It is a particular object of the invention to provide shock-absorbing means between the trunnions on the ends of articulated cars and the truck and the truck bolster supporting the trunmons.

Heretofore, in non-articulated cars, the shock of stopping and starting has been absorbed by the couplers through springs and the like. With the adoption of the articulated car construction, this shock-absorbing means was eliminated and all shocks were transmitted directly through the car bodies, either directly to the car proper or to the trunnions, center plates, the truck bolster and the truck.

It is a further object of this invention to permit of relative movement of the center plate with respect to the bolster of a car truck when the center plate is carrying articulated trunnions,

201 and it is an object to provide means of restraining this movement at those times when braking of the train takes place.

It is an object to effect this restraint in conjunction with a magnetic track brake system or with a magnetic apparatus used therefor. The application of and operation of the air brake is utilized with the retarding means for retarding the movement of the trunnion support so that when the maximum tendency toward relative movement of the car bodies occurs, there will be a maximum resistance to such movement.

This application is a division of our copending application Serial No. 12,225., led March 21, 1935.

Referring to the drawings:

Figure 1 is a vertical sectional View through the bifurcated, independent slidable supports, the bases of which are inclined for engaging similar inclined surfaces on the bolster; there is further shown magnetic means for restraining lthe movement of the bifurcated sockets with their trunnions;

Figure 2 is a View taken on the line 2-2 of Figure 1, showing the trunnion shafts and yokeretaining bolts in section;

Figure 3 is a sectional View similar to Figure 1, showing the magnetic arrangement used with a modified form of trunnon sockets and solenoids, the effect of which may be added or subtracted one with respect to the other;

Figure 4 is a diagrammatic view showing the electrical and valve connections for magnetizing the magnetic retarding means for controlling the movement of the bifurcated trunnion sockets;

Figure 5 is a View similar to Figure 4, showing the position of the parts when the magnetic forces oppose one another;

Figure 6 is a similar View showing the position of the parts when the reverser has been positioned to produce magnetic forces which are added to one another.

Referring to the drawings, I is a oar platform and 2 is a platform of an adjacent car. 3 designates the overlapping platform of a communieating vestibule. The respective car platforms I and 2 are provided with integral, downwardly extending trunnions 4 and 5 (Figures 4, 5 and 6), having engaging arcuate faces 6 and 'I that are adapted to rock upon one another when the bodies assume different horizontal planes with respect to one another or swing laterally With respect to one another.f The point of contact 8 between the abutting trunnions shifts according to the rocking movement of the respective car platforms. The rear surfaces of the trunnons are semi-circular, as. at 9 and 5D. They conform to the interior surfaces of the halves 2l and 29, constituting the trunnion sockets. These trunnion sockets are provided with arcuate bottoms resting in an arcuate depression in the center plate carrier I6.

As shown particularly in the embodiment illustrated in Figure 1, springs I l are used to urge the respective halves of the socket plate toward one another. These springs I 'I each have one end disposed in opposed bores I'Ia in the center plate carrier I, and the other end disposed in a bore in each of the socket plates 2'I and 29, which bores are denoted respectively 21a and 29a. Adapted to engage the rear of the respective springs are adjusting plugs Ill?, screw-threaded in the carrier I6 to permit of adjustment of the tension of the springs. The plugs Ilb each have lock nuts I'Ic, screw-threaded thereon whereby they may be locked in adjusted position in the carrier I6. In this embodiment, the socket plates 2l and 29 have inclined bottom faces which engage the inclined faces 28 of the center plate carrier I6. This center plate carrier I6 is shown as supported by the bolster of a common supporting truck for the respective ends of the car platforms I and 2. As shown in Figure 1, the car platforms I and 2 carry depending trunnion shafts 25 having hemispherical trunnion heads 26 mounted in the socket plates 2'I and 29, which, as pointed out above, are slidably disposed within the center plate carrier I6. The springs Il, which are disposed within opposed sockets in the walls of the center plate carrier I6 and in the rear faces of the center plates 2'! and 29 respectively, urge these center plates toward one another. A pair of yokes 33 is supported on the top face of the center plate carrier I and these yokes have inwardly directed bifurcated portions which straddle the respective trunnion shafts 25. These yokes 33 are secured to the center plate carrier by means of bolts 3l, which extend through slots 32 therein. The yokes serve to retain the trunnions 26 from jumping out of their sockets in the center plates 21 and 29 respectively, and also prevent excessive displacement of the socket plates 21 with respect to the carrier i6.

In order to resist movement of the center plate or socket plate blocks 21 and 29 on the inclined surfaces of the center plate carrier I5, we provide a horseshoe magnet 34 energized by the solenoid coil 35 and supplied with energy from the battery 36 or any other suitable source of electric supply. When the brakes are applied and it is desired to reduce the relative movement resulting between thecar platforms l and 2, air is applied through the pipe 31 through the piston 38 in opposition to the spring 39. This. causes the switch blade Mito engage the terminals il and 42, thus connecting the coil 35 in circuit with the battery 35.

In Figure 3, is illustrated a modification wherein trunnions 5d and 51 are attached to the ends of the` respective car platforms l and 2, which trunnions comprise intertting cup-shaped members, of which the inner trunnion 54 is provided with a downwardly extending core 55, which extends through a suitable aperture in the trunnion 5.1 and also through a bore in the socket plate 53 which, like the center plate carrier i@ of Figure 1, is adapted to be supported by the bolster of a truck (not shown). The horseshoe magnet 52 has a centrally arranged pole member 52a which cooperates with the core 55 of the trunnion 54. When the coils 5B and 5l are energized the several trunnions are clamped together with respect to one another and with respect to the socket plate 53 by means of the horseshoe magnet 52, and their lateral movement is thus restricted.

The purpose is to automatically energize the solenoids 50 and 5I associated with the articulated center bearings, whereby the clearance between the trunnions or sockets or socket halves is closed selectively in conformity with the direction of train movement or the forces controlling the train movement (Figures 3, 4, 5 and 6).

Referring particularly to Figures 4, 5 and 6, the storage battery 58 is connected to the line 59 which connects the two coils 5l) and 5I. The coil 50 has its other side connected by the wire 60 to the terminal 5l. The coil 5l has its other side connected bythe wire 62 toV the terminals E3 and 64. The battery 58 has the other side thereof connected to the wire 65 which terminates in two terminal points 66 and 51. Oppositely disposed from the terminal point 65 is the terminal 63, which is adapted to be connected to the terminal 66 by the switch blade 59. The terminal. 68 is connected by the wire 13 to the coil 1l, which coil 1i has its otherv end connected to the wire 59. Opposite the terminal 61 is a terminal 12 which is connected by means of a wire to one end of the coil 13, the other end of the coil is, in turn, connected tothe line 59. The switch blade 69 is disposed at the en-d of the core 15, which core is urged downwardly by the sp-ring 14, which tends to connect the terminals 61 and 12' by means of the switch blade 59. Disposed about the core 16 is a pair of coils 15 and 11 respectively, which oppose the spring 14. The

spring 13 is strong enough to overcome the pull of coil 15 on the core 15. This coil 15 is normally energized from some source of electrical energy, such as the battery 53. The coil 11, whenrenergized, plus the coil 15, when energized, is strong enough to overcome the spring 15S and close the switch bla-de t@ across the terminals 66 and 68. 18 is a reverser for the traction motor circuit, whereby coil 11 is energized only when electrical power is supplied to the traction motors so that the pull of coil 11 responds only to the direction in which the motors are driving the car. In other words, when the car is traveling in one direction, the pull or" the coil 11 is additive to that of the coil 15 to oppose the tension on the spring 14, while, in the other direction of movement ci the car, the pull of the coil 11 is additive to the tension oi the spring 1G, and the sum of these forces is greater than the pull of normally energized coil 15.

Disposed at one side oi ther core 15 is a notch 15a which is adapted to be engaged by the locking solenoid 3G, which is operated by the coil 19. The circuit of the locking coll 'lilY is such that energization of coil 11 also energizes the coil 19 which controls the locking solenoid 80. The solenoid 35 is normally held in operative position by the spring 8l.

When the electrical power is supplied to the traction motors through the reverser 18, the coilV 19 is energized and the interlock solenoid 3!) is withdrawn from engagement with the core 16, while at the same time the coil 11 is energized to pull either with or against the coil 15. When the coil 11 pulls in the same direction as the coil 15, the combined' pull overpowers the spring 14 and the pull of the coil 19 overcomes the spring 3i, whereby the interlock or locking solenoid iilY is withdrawn from engagement with the core 16 which is drawn upwardly until the switch blade G9 bridges the contacts S6 and 58 and connects the circuit therethrough. After the'coil 11 is connected so that its pull opposes the pull of the coil 15, then, when the coil 11 is energized, the coil 19y is also energized and releases the interlockv or locking solenoid 8B from the core 16, which is drawn downwardly by the spring 14, the'tension of which, in addition to the downward pull of the coil 11, is greater than the upward pull of the coil 15. When the core 15 is drawn downwardly, the switch blade 39 connects the contacts S1 and 12 and thereby completes the electrical circuit therethrough.

When the switch blade 65 is in the upper position, a'circuit `is completed from the battery 53 to energize the coil'll. 5E? bridges the lower contacts, a circuit is completed through the coil 13. A solenoid-actuated valve is generally designated 82, which valve has a sliding valve member 33, to which are con- If the switch bladeV nected cores 83 and 35 which operate, respec-VV tively, in the aforo-described coils 13 and 1l respectively, which cores carry the respective switch blades 85 and 81. The valve member B3 is slidaoly mounted in tire chamber 89, to which compressed air is supplied through the pipe 88. An air exit pipe is provided at 93. Pressure pipes 3| and g2 communicate respectively with the cyltoV operate in the same manner as the corresponding parts of the cylinder 93, described above.

When the coil 'II is energized, as shown particularly in Figure 6, pressure is applied on piston 96 through the pipe 9|, and the piston 95,

piston rod 91 and switch blade S8 are forced downwardly against the pressure of spring 95, whereby the switch blade 98 bridges the contact points |83 and Ifi. This also results in connecting the contacts 6ft and 66a. When, as shown in Figure 5, the coil 'I3 is energized, the switch blade connects the contacts 6| and Gla, and the blade |62 connects the contacts 63 and 63a. At this point, the application of air pressure for applying brakes to the cars will have already disengaged the switch blade |55 from the contacts |06 and I? and move the switch blade into engagement with the contacts i523 and |59 (Figures 5 and 6). Air from the brake system is supplied through the pipe II!) to the cylinder I to actuate the piston II 2 against the spring I I3. The switch blade |55 is supported at the end of a piston rod carried by the piston H2. Thus, for the application of force to either of socket plates 27 o1- 29 (Figures 4, 5 and 6) a circuit is established between the battery 58 and contacts |08 and I D9 to either of the solenoids 50 or 5I respectively.

After the supply of electrical power has been shut off from the traction motors and the air brakes are applied, compressed air from the brake system is supplied to cylinder III through the pipe IIB. The switch blade |55 is moved into Contact with the contacts Hi8 and |55. This opens the circuit from the battery 58 through either switch blade S38 or switch blade |02 to coils 5I! or 5I respectively. The bridging of the contacts H38 and |6353 establishes the circuit from the battery 58 through the bridging switch blades 98 or |52' through coils 5i! or 5| respectively, the opposite of 5B or 5I being energized when the traction motors were last driving.

In Figure 5, the parts are shown in a position taken when the coils 'I5 and 'Il respectively are connected so that their magnetic pulls or forces opp-ose one another and the spring 'Ill is enabled to draw the switch blade 59 downwardly to coinplete the circuit between the contacts 57 and I2. It is seen that, in this position, the coil 'I3 pulls the slide B3 to the left, as shown in Figure 5, which allows compressed air to flow through pipe 92 into cylinder 9&1 to urge the switch blade |52 into contact with the contacts 53 and 63a, whereby to complete the circuit therebetween and thus energize the coil 5|. If the brakes are applied, the switch blade IE5 opens the circuit between contacts |56 and It? and then establishes the circuit between contacts SSS and |09 to energize the coil or solenoid 50. The reason for changing from 5B to 5|, or the reverse order, is that, when the traction motors are driving, all clearance between the trunnions and socket must be taken up at one side, whereas the clearance must be taken up at the opposite side when braking. In some of the arrangements of the trunnions and sockets shown with magnetic cores, as, for instance, Figure 3, no clearances can develop, yet the scheme shown herein is still effective and exceedingly desirable.

Figure 6 shows the electrical circuits and positions of the various parts when the reverser 'I8 has been so positioned as to energize the coil 'I'I so that its magnetic pull is added to that of solenoid coil I5, which additive forces overbalance the tension of the spring 'It to draw the switch blade 69 upwardly against the contacts 65 and 68 to complete the circuit therebetweenand thus energize the coil II, whereby the valve member 83 is drawn to the right, as seen in Figure 6, and compressed air is conducted through the pipe 9| to cylinder 93, whereby to urge the piston S6 and switch blade 93 downwardly, whereby to complete the circuit between contacts I U3 and |54. When the valve slide or member 83 is in the righthand position (Figure 6), the switch blade 87 is in contact with the contacts 64 and 64a, whereby to complete the circuit therethrough. It will thus be seen that, by our arrangement, the trunnions are adjusted magnetlcally during the driving by the driving motors and according to the direction of driving by the driving motors, and that, when the driving motors are made inoperative and the brakes are applied, the trunnions are magnetically readjusted.

It will be understood that the above description is illustrative and in no wise limiting, and that we desire to comprehend within our invention such modifications as may be clearly embraced within the claims and the scope of our invention.

Having thus fully described our invention, what we claim as new and desire to secure by Letters Patent, is:

1. In combination, car platforms having depending trunnions, independent socket plates therefor, a socket plate carrier upon which said socket plates are slidably mounted, and magnetic means for regulating the movement and position of said socket plates on said carrier.

2. In combination, car platforms having depending trunnions, independent socket plates therefor, a socket plate carrier upon which said socket plates are slidably mounted, magnetic means for regulating the movement and position of said socket plates on said carrier, and means controlled by the application of the brakes of the railway cars on which the trunnions are mounted for controlling the application of the magnetic means.

3. In combination, car platforms having depending trunnions, independent socket plates therefor, a socket plate carrier upon which said socket plates are slidably mounted, magnetic means for regulating the movement and position of said socket plates on said carrier, means controlled by the application of the brakes of the railway cars on which the trunnions are mounted for controlling the application of the magnetic means, and electrical means connected to the electric driving means for the cars adapted to control the application of said magnetic means.

4. In combination, car platforms having trunnions abutting one another, socket plate means for receiving said trunnions, means to support the socket plate means on a common truck, and magnetic means for controlling the clearance between the trunnions and socket plate means.

5. In combination, car platforms having trunnions abutting one another, individual socket plate means for receiving each of said trunnions, means to support the socket plate means on a common truck, magnetic means for controlling the clearance between the trunnions and the socket plate means, and electrical means connected to the electric driving motors for the cars for regulating the actuation of the magnetic means in order to position the trunnions and socket plate means according to the direction of movement of the motors.

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6. In combination, car platforms having trunnions abutting one another, individual socket plate means for receiving each of said trunnions, means to support the socket plate means on a common truck, magnetic means for controlling the clearance between the trunnions and the socket plate means, and means. connected to the braking means for adjusting the magnetic means according to the braking of the cars.

'7. In combination, car pia-tforms having trunnions abutting one another, individual socket plate means for receiving each of said trunnions, means to support the socket plate means on a common truck, magnetic means for controlling the clearance between the trunnions and the socket plate means, electrical means connected to the electric car driving motors for regulating the actuation of the magnetic means in order to position the trunnions and socket plate means according to the direction of movement of the motors, and means operable when the motors are inoperative and actuated by the braking means for regulating the magnetic means and the positioning of the trunnions and the socket plate means.

8. In combination, trunnions, individual socket plate means for receiving each of said trunnions, oppositely arranged magnetic means associated with the socket plate means and trunnions for positioning the socket plate means and trunnions respectively one with the other according to the direction of movement of the cars of which the trunnions are a part, and electrical means for selectively actuating the magnetic means according to the direction of movement of electric driving motors of thecars when the driving motors are driving.

9. In combination, trunnions, individual socket plate means for receiving each of said trunnions, oppositely arranged magnetic means associated With the socket plate means and trunnions for positioning the socket plate means and trunnions respectively one with the other according to the direction of movement of the cars of which the trunnions are a part, electrical means for selectively actuating the magnetic means according to the direction of movement of the electric driving motors of the cars when the driving motors are driving, and means when the driving motors are not driving and the brakes are being applied for selectively actuating said magnetic means to adjust the position of the socket plate means and Y the trunnions for braking conditions.

10, In combination, cars having trunnions each adapted to be received in individual socket plates on common trucks, magnetic means for adjusting the position of the trunnions and socket plates,

`and electrical means associated with the electric traction motors driving the cars for so controlling the magnetic means as to position the trunnions with respect to the socket plates so that all clearance between the trunnions and socket plates is taken up on the side in the direction of movement of the cars.

11. In combination, cars having trunnions each adapted to be received in individual socket plates on common trucks, magnetic means for adjusting the position of the trunnions and socket plates, electrical means associated with the electric traction motors driving the cars for so controlling the magnetic means as to position the trunnions with Y respect to the socket plates so that all clearance between the trunnions and socket plates is taken up on the side in the direction 0i' movement o-f the cars, and means associated with the braking means on the cars for selectively operating the magnetic means so that all of the clearance between the trunnions and socket plates will be taken up on the opposite side when braking.

l2. In a railway car articulation, car platforms having trunnions thereonadapted to engage one another and to have lateral and vertical movement with respect to one another, longitudinal movable sockets for said trunnions and magnetic means for resisting the movements of said sockets. i

i3. In a railway car articulation, car platform having trunnions' thereon adapted to abut one another and to have lateral and vertical movement with respect to one another, a center plate carrier mounted on a common truck for said platforms, said center plate carrier having center plates therein adapted to pivotally engage the respective trunnions, resilient means for yieldingly urging said center plates toward one. another, and magnetic means for resisting movement of said center plates in said center; plate carrier.

le. In railway car articulation, a pair of car platforms, each having va trunnion shaft thereon, a center plate carrier mounted on a truck common to said car platforms, said center plate carrier having a pair of slidable center plates therein, each or" said center plates having pivotal connection with one of said trunnion shafts, resilient means adapted to urge Said center plates together in said carrier, and magnetic means for resisting movement of said center plates in said carrier.

i5. In railway car articulation, a pair of car platforms, each having a trunnion shaft thereon, a center plate carrier mounted on a truck common to said car platforms, said center plate carrier having a pair of slidable center plates therein, each of said'center plates having pivotal connection with one of said trunnion shafts, yoke means on said center plate carrier for retaining said center plates in said carrier, and resilient means in said carrier for urging said center'V plates toward one another, and magnetic means adapted to resist movement of said center plates in said center plate carrier.

16. In combination, in a car articulation, car plat-ferriesV having trunnions with arcuate engaging faces adapted topermit vertical and hori-' zontal movement of car platforms, semi-circular receiving sockets for said trunnions adapted to permit said platform movements, a socket plate carrier, and magnetic means adapted to resist movement of said sockets with respect to said socket plate carrier.

17. In combination, car platforms having trunnions thereon, independent socket plates for said trunnions, a common socket plate carrier for said socket plates, and magnetic means for resisting displacement of the socket plates with respect to the socket plate carrier. I

IS. In combination, in an articulation, a truck bolster, a socket plate carrier mounted thereon, a pair of complementary socket plates adapted to pivotally receive trunnions on abutting car platforms, said socket plates being movable with respect to said carrier, and magnetic means on said carrier for resisting movement of the socket plates thereon.

19. In a car articulation, a truck-common to a pair of car platforms, said truck having a trunnion carrier thereon, a cup-shaped trunnion on one of said car platforms adapted to engagea. complementary recess in said trunnion carrier, a.

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second cup-shaped trunnion on said second car platform adapted to be received for pivotal movement Within said first trunnion, said second trunnion having a core thereon adapted to extend through registering bores in said rst trunnion and said trunnion carrier, and electromagnetic means mounted on said trunnion carrier adapted, by drawing said core downwardly, to resist pivotal movement of the trunnions with respect to one another and with respect to the trunnion carrier.

20. In combination, a pair of car platforms having a common truck, said truck having a trunnion carrier having a recess therein, one oi said car platforms having a trunnion adapted to be rotatably received in said recess, and the other of said platforms having a trunnion adapted to be rotatably supportd by said rst trunnion, said trunnion carrier having electromagnetic means adapted, when operated, to lock the trunnions With respect to one another and with respect to the trunnion carrier.

THEODORE H. SCHOEPF.

DAVID M. RITCHIE. 

